PRESS info

P09101EN / Kristina Axelson

16 January 2009

Scania at INTERMAT 2009:

New engine range meets 2011 emission standards
Scania launches a range of engines that complies with the Stage IIIB and Tier
4i regulations. With Scania-developed systems for engine management and
emission control, the new range provides an outstanding blend of
performance and operating economy. Prototype engines will be available for
installation and approval as early as 2009.

The year 2011 will be significant for engine manufacturers and their customers. This
is the year when the Stage IIIB and Tier 4i emission legislations for non-road
applications come into effect, specifying NOx 1 levels as low as 2.0 grammes per
kWh. The new engine platform, to be launched at INTERMAT 20 April 2009, enables
Scania customers to prepare well in advance for meeting the new regulations.

With the new engine platform, based on the successful range of modular truck and
bus engines, Scania has secured control of all strategic steps in development and
performance control. Basic engine development and manufacturing, as well as the
development of engine management, fuel injection and emission control systems are
all carried out in-house. This strategic move is motivated by demands and targets for
performance and fuel economy, as well as to secure consistent environmental
performance, robustness and convenience of operation.

Key characteristics of the new engine range are:

• Scania XPI common-rail fuel injection

• Revised bore and stroke for increased swept volume
• Increased combustion pressure
• Traditional easy-to-service Scania architecture with individual cylinder heads
• Scania engine management
• Waste-gate turbocharger
• Scania SCR exhaust aftertreatment
• Scraper ring to prevent coke build-up on top of the piston

Scania XPI, common-rail fuel injection

The new common-rail fuel injection system, Scania XPI (extra high-pressure
injection), has been developed jointly with Cummins.
1
NOx is a generic term for mono-nitrogen oxides (NO and NO2). These oxides are produced during
combustion.

Scania
Corporate Relations Telephone +46-8 5538 1000
S-151 87 Södertälje Telefax +46-8 5538 5559
Sweden www.scania.com
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• Up to 2400 bar injection pressure

• High injection pressure gives low particulate emissions
• Low combustion noise
• High torque at low revs
• Increased power output

The new common-rail system allows a high degree of freedom in terms of injection
timing and pressure. Injection timing and duration are independent of the camshaft
angle. High injection pressures are thus available at any time, irrespective of engine
speed. It also opens the possibility to use several injection pulses. See below.

Control of the fuel injection system is all-electronic. This means that there are no
lobes on the camshaft to actuate the fuel injectors, nor are there any tappets,
pushrods or rocker arms for this purpose.

Scania XPI schematic

1. Low-pressure pump
2. Fuel filters with water separator
3. Inlet metering valve
4. High-pressure pump
5. Rail (accumulator)
6. Rail pressure sensor
7. Mechanical dump valve
8. Return rail
9. Electronically controlled fuel
injector

Working principle of Scania XPI:

• Fuel is sucked from the tank by the low-pressure pump via a pre-filter with a
water separator and via the cooling circuit for the engine management system to
the main fuel filters. Water in the fuel is automatically drained back to the tank via
a venturi device.
• The low-pressure pump supplies fuel via the inlet metering valve to the high-
pressure fuel pump. The pumps, which are integrated into one unit together with
the fuel metering valve, are driven by the timing gears of the engine.
• The high-pressure pump supplies fuel under operating pressure to the rail, i.e.
the accumulator running the length of the engine on the cool side.
• The operating pressure is regulated by the amount of fuel admitted by the inlet
metering valve, ranging from an idling pressure of around 500 bar to a peak
pressure of 2400 bar. The average working pressure is around 1800 bar.
• The inlet metering valve is controlled electronically by the engine management
system via a closed loop from a pressure sensor in the rail. A mechanical dump

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valve on the rail prevents excess pressure build-up by sending fuel back to the
tank via the return rail.
• The fuel injector for each cylinder is constantly fed with high-pressure fuel from
the rail. Injection pulses are controlled electronically via a servo valve in the
injector. The injector remains open as long as current is supplied from the ECU.
• The amount of fuel injected depends on the opening time and the pressure in the
rail. The starting time of the pulse determines the start of injection.
• Fuel is injected into the combustion chamber through the injector nozzle.

In-house engine management system

To secure control of all aspects of engine performance, Scania has developed a new
generation of engine management systems. The multitude of functions controlled
includes fuel injection, exhaust aftertreatment, charge-air and engine operating
temperature. The control unit is mounted on the cool side of the engine. The new
engine management system also provides advanced on-board diagnostics that will
be further developed over time and allows detailed logging of operational data for
subsequent analysis.

Engine architecture
The new engine platform is a completely new design, yet it retains traditional Scania
characteristics like individual cylinder heads, camshaft located high in the block and
rear-mounted timing gears, as well as the familiar cyclone oil filter. Bore (9-, 13- and
16-litre) and stroke (13-litre) have been slightly altered and swept volume increased
compared to current engines.

Important features for the industrial engine segment are high uptime, generous
torque at low revs, good fuel economy and prompt engine response.

The cylinder block and other structural components have been redesigned for
additional strength. There is a loose scraper ring at the top of the cylinder liners
which removes the residual carbon from the edge of the piston crown and reduces
the risk of cylinder liner wear.

Scania SCR
Scania has chosen to use SCR (Selective Catalytic Reduction) in combination with
the common-rail fuel injection system, Scania XPI, for industrial off-road applications.

The function of the SCR system is based on the injection of a urea solution into the
exhaust pipe and a hydrolysis catalyst. The urea solution forms ammonia from the
heat of the exhaust gases and enters into the catalytic converter. When the NOx
reacts with ammonia in the catalytic converter, the NOx molecules in the exhaust
gases are converted into nitrogen and water.

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Scania SCR is capable of reducing NOx emissions to the levels required by a

number of future emission standards. As all OEMs need to rebuild their equipment
due to the introduction of new emission control technologies, the majority are likely to
adapt their designs to also meet the emission steps, Stage IV and Tier 4, entering
into force in 2014.

To enable customers to meet the 2011 deadline with a mature OEM product, Scania
will offer prototype engines for installation and approval as early as 2009. This will
give OEMs using Scania engines the advantage of being well prepared for the years
to come.

The emission legislation of 2014 will, as it looks today, most likely demand both SCR
and some amount of EGR. Since several years, Scania is using EGR as well as
SCR technology for trucks and buses. If the engine installation is adapted for SCR,
only small modifications will be required for the next step. Scania SCR is ideal for
industrial applications depending on the reduced need for performance calibration to
different industrial applications and customers.

AdBlue / DEF
AdBlue or DEF (Diesel Exhaust Fluid in the US) are the commercial names of a
mixture of water and urea. It is a non-toxic aqueous urea-solution that chemically
reduces NOx-emissions from diesel-fuelled engines. When dissolved in water it is
non-toxic and easy to handle.

With SCR, you need an additional tank for the urea solution. The supply of AdBlue or
DEF on the market is gradually being extended and the majority of industrial
applications operate locally with mobile fuel depots. SCR has been used to reduce
NOx emissions in stationary and marine installations for two decades and in recent
years has also found widespread use in automotive applications. The consumption
of AdBlue or DEF in the aftertreatment system is 2-7 per cent of the diesel fuel
consumption, depending on the application.

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Scania provides all components in the SCR system, from the supply tank for
AdBlue/DEF to the catalyst and the NOx sensor. Special materials are used because
the urea solution is corrosive to metals such as non-alloyed steel and zinc coated
steels.

AdBlue is classified under the minimum risk category of transportable fluids. AdBlue
is guaranteed to meet the standards of ISO 22241 and DIN V 70070 and the CEFIC
regulations to safeguard correct functioning of the SCR system. The urea solution
has the following properties:

• Freezes at -11°C
• Crystallises above 100°C
• Consumption around 2-7% of fuel consumption for Stage IIIB and Tier 4i
NOx-levels
• The urea solution is corrosive to some metals such as non-alloyed steel,
copper, copper containing alloys and zinc coated steels
• No restrictions for transport on rail, road or sea

Extended maintenance intervals

Maintenance and oil-change intervals have been extended to 500 h. Shared
components and systems between the different engine series reduce costs for parts
stocking and maximise availability. Also training of staff is facilitated by the systems
commonality between the engine series.

Engine weights and dimensions

Engine type Swept volume L (mm)* W (mm) H (mm) Dry weight (kg)
DC9 9.3-litre inline 5 1230 870 1200 900
DC13 12.7-litre inline 6 1400 900 1200 1000
DC16 16.4-litre V8 1300 1100 1200 1300
* Without fan

Scania industrial engine range for EU Stage IIIB and US Tier 4i

Spec. fuel cons.
All-speed Performance Rating* Max. torque at 1500 r/min
Engine type kW (hp) r(min) Nm r/min g/kWh g/hph
DC9 202 (275) 2100 ICFN 1552 1200 200 147
257 (350) 2100 ICFN 1800 1300 200 147
294 (400) 2100 IFN 1967 1300 198 146
DC13 257 (350) 2100 ICFN 1950 1200 196 144
294 (400) 2100 ICFN 2157 1200 196 144
331 (450) 2100 ICFN 2255 1300 196 144
368 (500) 2100 IFN 2373 1300 196 144
DC16 404 (550) 2100 ICFN 2632 1300 196 144
478 (650) 2100 ICFN 2872 1300 196 144
515 (700) 2100 IFN 2938 1300 196 144

* ICFN: Continuous service, rated output available 1/1 h. Unlimited h/year service time at a load factor of 100%.
IFN: Intermittent service, rated output available 1/6 h. Unlimited h/year service time at a load factor of 80%.

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Introduction schedule

Engine type Performance Emission class Start of delivery

DC9 202 kW (275 hp) Stage IIIB / Tier 4i September 2010
257 kW (350 hp) Stage IIIB / Tier 4i September 2010
294 kW (400 hp) Stage IIIB / Tier 4i September 2010
DC13 257 kW (350 hp) Stage IIIB / Tier 4i September 2010
294 kW (400 hp) Stage IIIB / Tier 4i September 2010
331 kW (450 hp) Stage IIIB / Tier 4i September 2010
368 kW (500 hp) Stage IIIB / Tier 4i September 2010
DC16 404 kW (550 hp) Stage IIIB / Tier 4i September 2010
478 kW (650 hp) Stage IIIB / Tier 4i September 2010
515 kW (700 hp) Stage IIIB / Tier 4i September 2010

For further information about the engine range and availability of prototypes before
introduction, please contact Bernt Gustavsson, Sales Director Industrial Engines,
tel. +46 8 55380337, e-mail bernt.gustavsson@scania.com

Scania is one of the world’s leading manufacturers of trucks and buses for heavy transport
applications, and of industrial and marine engines. A growing proportion of the company’s
operations consist of products and services in the financial and service sectors, assuring Scania
customers of cost-effective transport solutions and maximum uptime. Employing more than 35,000
people, Scania operates in about 100 countries. Research and development activities are
concentrated in Sweden, while production takes place in Europe and South America, with facilities for
global interchange of both components and complete vehicles. In 2007, invoiced sales totalled SEK
84.5 billion and the net income amounted to SEK 8.6 billion.

Scania press releases are available on the Internet, www.scania.com

p09101en new engines for 2011.doc